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1Hallandss ProjectTunnel Construction and environmental initiative for the future
2 Hallandss ProjeCT
Malm
Lund
ngelholm
Halmstad
Falkenberg
Varberg
Gteborg
Helsingborg
Kpenhamn
Hamburg
DANMARK
SVERIGE
TYSKLAND
NORGE
Oslo
Trollhttan
Rdby
Travemnde
Frslv
Bstad
V I K E N
B J R E H A L V N
S I N AR P S D
A L E N
L A H O L M S -
B U K T E N
HA
L
TorekovBstad
Mellbystrand
KarupV Karup
Grevie
AxelstorpSevertorp
Hljarp
Glimminge
Frslv
105
115
Vadbcken
Sten
sn
2 Hallandss ProjeCT
a major expansion and modernization of the Swedish railway network is in progress. The aim is to make the railways effective and competitive. One of the tracks which is being expanded to a double track is the West Coast Line between Gothenburg and Lund which will then continue to Malm. A modern railway line along the West Coast will create greater opportunities for commuting to work and studies, and more companies may choose to transport their goods by rail. The West Coast Line also serves as an important link for long distance trains, for example, between Copenhagen and Oslo.The single track over Hallandss was built in 1885. For a long time the stretch has been a bottleneck for the rail traffic along the West Coast Line. Due to steep inclines and sharp bends, trains are unable to travel at full speed or carry maximum freight weight. With two single track tunnels through Hallandss the weight of freight trains can be doubled and the line can be used by 24 trains per hour instead of the current rate of four trains per hour. The speed of the trains can also increase from 80 to 200 kilometres per hour. A double track through the ridge also reduces the risk of delays.
The diversity of nature creates challengesTen kilometres wide and 40 kilometres long, the Hallandss Ridge towers above the flat landscape of southern Sweden. The ridge is a bedrock horst, created by tremendous forces about 70 million years ago. The geology is varied and differs in many ways from the usual Swedish bedrock. Areas of cracked and disintegrated rock is mixed with rock of good
quality. Parts of the rock contain large amounts of water where the rock is cracked. These factors, together with the high water pressure found in the ridge, create challenges for the construction of the tunnel. The environmental work is an important aspect of the work with the tunnel and the projects environmental concession determines how we build the tunnel. It is, however, impossible to carry out major infrastructure projects with-out affecting the environment. Our goal is to minimize the impact during the time we build the tunnel and to avoid residual effects when the tunnel is completed.
TRansPORT by rail is among the least environ-mentally damaging form of transportation available today. Walking, cycling or sailing can compete with the railways.
The Environmental Protection Agency
TOdaY, approximately 85 per cent of the West Coast Line has been ex-panded to double tracks. When the West Coast Line is fully operational, it will be able to handle as much freight capacity as a 16-lane motorway.
sustaina
ble
The bottleneck in the Hallandss has been removedThe railways are important for a sustainable transport system. To travel and to transport goods by rail has an insignificant impact on the environment compared to for example a car or a plane, this is because the railways are energy efficient and produce low emissions of carbon dioxide. Any movement of people and goods transferred to rail therefore contributes to reducing our carbon footprint.
3Malm
Lund
ngelholm
Halmstad
Falkenberg
Varberg
Gteborg
Helsingborg
Kpenhamn
Hamburg
DANMARK
SVERIGE
TYSKLAND
NORGE
Oslo
Trollhttan
Rdby
Travemnde
Frslv
Bstad
V I K E N
B J R E H A L V N
S I N AR P S D
A L E N
L A H O L M S -
B U K T E N
HA
L
TorekovBstad
Mellbystrand
KarupV Karup
Grevie
AxelstorpSevertorp
Hljarp
Glimminge
Frslv
105
115
Vadbcken
Sten
sn
3
THE RIdGEs ECOlOGY and water conditions have been well investi-gated both by the experts of the tunnel construction and external specialists. With the help of about 800 measuring points, we are able to closely follow the impact the tunnel construction is having on the environment.
THE landsCaPE of Hallandss is varied and in places beautifully captivating. Nature areas meriting protection, such as heathland, meadow and swamp forest, are interspersed with small-scale farming and forestry.
4 Hallandss ProjeCT
As sa is working its way for-ward, the rotary, cutterhead drill splits off the rock in front of it. With the help of jacks, sa braces itself against the concrete tube behind it.
sa builds a watertight tube behind itself. The tube consists of segments that are joi-ned together. This method is called lining. We fill the space between the concrete pipe and the rock with pea gravel and ce-ment grout to obtain a stable tunnel.
4 Hallandss ProjeCT
cons
truction
350 people from almost all of europe and the tunnel boring mach-ine (TBM) sa are building the Hallandss tunnel. sa is specially built to meet the varying ridge geology and the high water pressu-re. sa builds a watertight pipe behind itself. This limits the impact of the construction work on the use of nature and provides a stable and watertight tunnel.
This is how the tunnel is built
sa, the TBM, is a 250 metre long tunnel factory. It builds the tunnel around the clock, seven days a week. The TBM has 20 people on each shift work as sas assistants. This is how it works when sa and the tunnel workers are building the Hallandss tunnel:
Systematically we do probe drilling in front of sa to acquire knowledge of the rock and water conditions in front of the machine. When high water flows are expected we seal the rock in front of the machine with cement grout, which is pumped into the borehole from the TBM.
Bstad
Frslv
Ca 8 700 meters
The northern aditCa 1200 meters completed 1997The mid aditCa 40 meters completed 1997
The access tunnel
The southern aditCa 1700 meters completed 1997
Jacks
Cutterhead
Concrete segment
Concrete lining
Tunnel boring machine
5THE Hallandss TunnEl Main tunnel length: Two 8.7 km long parallel tunnels Inside diameter lining: 9.04 mTotal cross tunnels: 19 TunnEl BORInG MaCHInE saLength with back-up: 250 mWeight: 3 200 tonCutterhead diameter: 10.6 m lInInGTotal segments: approx 40 000Segments weight: 12 tonThickness: 54 cmLength:2.2 meter TIME and COsTConstruction began: 1992. restart 2003Traffic to commence: 2015Cost: A total of SeK 10.5 billionin 2008 monetary value TunnEl COnTRaCTORSkanska-Vinci HB
CROss TunnEls The two parallel tunnel tubes, forming the Hallandss tunnel, are connected by 19 cross tunnels. The cross tunnels will serve as evacua-tion routes and maintenance areas when the tunnel is in operation.
The southern adit is where the tunnel constructions main workplace is and lies at the southern opening in Frs-lv. All the logistics required to make the tunnel boring machine work is managed from here. The rock masses are, for example, taken care of and the water from the tunnel is purified and directed out into the sea. The segments which will seal the tunnel are also stored here. They are transported into the tunnel boring machine by under-ground trains.
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Photo of the southern adit in Frslv.
Bstad
Frslv
Ca 8 700 meters
The northern aditCa 1200 meters completed 1997The mid aditCa 40 meters completed 1997
The access tunnel
The southern aditCa 1700 meters completed 1997
The Mlleback zone is a 300 metre long section in which the rock in some areas is of very poor quality. To make sas passage through the Mlleback zone as safe as possible, we stabilize a stretch by freezing the rock. When sa has passed the frozen section, the rock will thaw slowly.
6 Hallandss ProjeCT6 Hallandss ProjeCT
From 1885 to the futureWithin a few years we at Hallandss Project will realize a centuries-old dream of a railway tunnel through the ridge. We are proud of this. But the road has been long and winding. And there are certainly many people who have doubted whether we would be able to succeed.
In 1885 the steep and winding rail-road over Hallandss is inaugura-ted. In the early 1900s the dream of a tunnel was awakened. But it took almost a hundred years before any work began.
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1992-1997: The construction of the tunnel started in 1992. The contractor Kraftbyggarna starts the work with a tunnel boring machine designed for hard rock only. This soon turns out to be an incorrect technique. In 1993 they started to blast their way forward. Kraftbyg-garna leaves the project in 1995.
Skanska takes over as the contractor in 1996 and continues to build the tunnel by drilling and blasting. But Skanska has major problems with water that leaks into the tunnel, which leads to the wells on the ridge running dry and the projects concession limits being exceeded. In 1997 the chemical sealant rhoca Gil is used to seal the tunnel.
In october 1997, the construction of the tunnel is suspended when the use of rhoca Gil led to a release of acrylamide and caused great concern. one third of the tunnel is completed.
1998-2001: The National rail Administration of the time (Banverket) conducts exten-sive investigations on behalf of the Government into possible techniques that can be used, the environmental impacts and the costs of a continuing the tunnel construction. In 2001 the Parlia-ment and the Government gives the green light to a continued tunnel construction.
expansion of the municipal water distribution network is started and the local water supply is secured for a continued tunnel construction.
1991: It was when the government decided to renovate the Swedish railways in the late 1980s that the problematic section of the line across Hallandss came up on the agenda. A proposal to build a tunnel already existed. The proposal was investigated and in 1991 the government decided to build an 8.7 km long railway tunnel between Bstad and Frslv.
future
72015: The first train will travel through the Hallandss.
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The first train is estimated to travel through the Hallandss tunnel in 2015. One of the major bottlenecks along the West Coast Line will disappear and it will be easy and efficient to travel and transport goods by train along the west coast. Hallandss will no longer be a barrier
2002-2003: Skanska-Vinci HB is commissioned to complete the tunnel construction with a completely new technique. In 2003, the project was granted a building permit and a new concession. Preparations to resume the construction of the tunnel begin.
between Skne and Halland, or south towards the continent. The Hallandss tunnel is a small part of a grand vision of a long-term sustainable society. A society in which a holistic view, care for human health and environmental concerns are natural starting points.
1998-2003: Banverket and Skanska devote substantial resources to the sealing efforts and the environmental work. The acrylamide is decontaminated as far as possible and the ridge is given a clean bill of health.
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2010: The drilling of the eastern tunnel is completed.
2004-2015: Skanska-Vinci HB starts to work on the tunnel. sa, the tunnel boring machine, starts boring during the winter of 2005. The work with the tunnel is now progressing according to the plan. The construc-tion of the main and cross tunnels will be finished in 2014.
When the rock work is completed, the installation of the railway itself will start, i.e. tracks, signals, electri-city and telecommunications.
For more information about the Hallandss Project visit www.trafikverket.se/hallandsas Contakt:Trafikverket Projekt HallandssVistorpsvgen 96269 71 FrslvTel: +46(0)431-44 20 22e-mail: [email protected]
You are also welcome to visit the exhibition about the Hallandss tunnel! The exhibition will inform you in a simple manner of the complications involved in the construction of the tunnel. You will find out more about the Hallandss tunnel and the modernization of the Swedish railways by watching the pictures, films and displays. You will find the exhibition at the project office in Frslv, Vistorpsvgen 96. opening hours are Tuesday-Saturday 10-16.
Contakt: Tel: +46(0)431-44 20 91e-mail: [email protected]
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